Combined fluid-pressure and regenerative brake



W. V. TUR-NER.

COMBINED FLUID PRESSURE AND REGENERATIVE BRAKE.

APPLxcATloN FILED ocr. 22, |911.

Patented Dec. 2D, 1921.

Fcyenerafl'uc INVENTOR WGHQPV Turner by 9%@ /f/ A WALTER V. T''ENER, 03F Vl'dlilSBUPtG, EENNSYLVANEA, SSIGNOR T0 THE WEST- NGlv-IOUSE AIR BRAKE COMELNY, RATXON `G3? PENNSYLVANIA.

0F VJILERDNG, PENNSYLVANIA, A CORPO- COMBINED FLUID-PRESSURE AND REGENER-AT-VE BRAKE.

incassi.

Speccation of Letters Patent. Pgatmtdl D430. 2U, i921.

Application led october 22, 1917. Serial No. 197,805.

To all whom t may concern:

Be it known that l, VVALrna V. Turnen, a citizen of the United States, residing at lVilkinsburg, in the county or Allegheny and State oi? Pennsylvania, haveV invented new and useful Improvements in Combined Fluidlressure and Regenerative Brakes, oi which the following isa speciiication.

rlhis invention relates to a combined iluid pressure and electro-regenerative brake system.

JV ith a brake system of the above type, it is not desirable to have the regenerative brake operate when the fluid pressure brake is applied, particularly where an emergency application oi the brakes is eiiected, for the reason that an excessive braking power is thus liable to be produced which is apt to cause wheel sliding and consequently flat wheels.

The principal object of my invention is to provide improved means tor cutting the regenerative brake out of action upon applying the brakes by means of iiuid under pressure.

lfn the accompanying drawing, the single figure is a diagrammatic view, partly in section, or a locomotive brake equipment, combined with a regenerative brake, and showing my improvement applied thereto.

As shown in the drawing, the construction may comprise a brakev valve l connected to brake pipe 2 and by pipe 3 to main reservoir ll, a triple valve device 5, connected by pipe 6 to a brake cylinder 7, and a switch device 8 Jfor controlling the circuit o1 a regenerative brake 9, which is energized when the regenerative brake is acting.

lt will be understood that the switch device 8 controls a circuit of a Vregenerative brake system, the opening ci which will prevent the regenerative brake from acting and since the connection of the switch device to such a circuit would be readily apparent to those skilled in the art it is deemed unnecessary to cucumber the drawing with the very complex structure of a regenerative brake and therefore the regenerative brake is merely represented in the drawing as a conventional figure indicated by the reference numeral 9.

. rl`he triple valve device 5 may comprise a casing having a piston chamber l0 connected to brake pipe 2 and containing a piston ll* and a valve chamber l2 connected by pipel to an auxiliary reservoir 14 and containing a main slide valve l5 and an auX- iliary valve 16 adapted to be operated by piston ll. j

The brake valve lmay comprise a casing havingafvalve chamber `17 containing a rotary valve 18 adapted to be operated by a handle 19.

The switch device 8 comprises a casing having a piston chamber 20, connected by pipe 2l and passage 22 to the seat oro the rotary -valve 18 and containing a piston 23 for operating a movable switch contact 24.

in operation, the switch piston 23 is normally maintained in its lowervposition by the spring 25, so that the movable switch contact 24 closes the regenerative brake circuit, thus permitting the regenerative brake to be operated when desired.

the brake valve l is manipulated to eiiect an application of the brakes, such as an emergency application, upon turning the brake valve handle to emergency position, as shown in the drawing, the brake pipe 2-is vented to the atmosphere through cavity 26 in the rotary valve i8 and exhaust port 27, thus causing the triple valve device 5 to effect an emergency application of the brakes in the usual manner,

ln the emergency position of the rotary valve 18, a through port 28 registers with passage 22, so that fluid under pressure is supplied from the rotary valve chamber 17 to piston chamber 20 of the switch device 8, thus causing the movement of piston 23 tol shift the switch contact 2a and open the regenerative brake circuit.

it will thus be seen that upon eiiecting an emergency application of the brakes, the regenerative brake is automatically rendered inoperative, so that the fluid pressure bralre only will be operative to produce braking power.V

ln order to prevent operation of the switch piston 23 by possible leakage into the pipe 2l, a restricted groove 29 may be provided around piston 23, so that any fluid leaking into piston chamber 20 can escape upony a slight lifting of piston 23, through groove and exhaust port 30.

Having now described my invention, what I claim as new and desire to secure by Let ters Patent, is

l. The combination with a regenerative brake and a fluidpressure brake having a brake valve, of means operating only upon movement of the brake valve to emergency application positionV for cutting the regenerative brake out of action.

2. The combination with a regenerative brake and a fluid pressure brake having a brake valve, of a switchV for controlling the regenerative brake circuit and a piston operatecl by fluid supplied from the brake valve upon movement oi' the brake valve to emergency application position :for operating said switch to openthe regenerative brake circuit.

3. The vcombination with a regenerative brake and a iiuid pressure brake including a brake valve having an emergency position for effecting an emergency application of Vnormally separately operable, of means for making an emergency application of the air brakes, and means responsive to an emergency application by the train operator but unresponsive toga break in the train pipe for rendering the electric braking inoperative.

In testimony whereof I have hereunto set my hand.

WALTER v. TURNER. 

